Bumper construction



y 1937. H. s. JANDUS ET AL,

BUMPER CONSTRUCTION Filed Aug. 51, 1954 6 Sheets-Sheet 1 Wei 67519 Jd/YdlS 1937. H. s. JANDUS ET AL BUMPER CONSTRUCTION Filed Aug. 31, 1954 6 SheetsSheet 2 y 1937- H. s. JANDUS ET AL 2,081,586

BUMPER CONSTRUCTION Filed Aug. 51, 1954 6 Sheets-Sheet 3 58 6 271 5 4 YEW-"E May 25, 1937. H. s, JANDUS ET AL 2,081,586

BUMPER CONSTRUCT ION Filed Aug. 51, 1934 6 Sheets-Sheet 4 May 25,- 1937. H. s. JANDUS ET AL 2,081,586.-

BUMPER CONSTRUCTION Filed Aug. 31, 1934 6 Sheets-Sheet 5 May 25, 1937. H. s JANDUS ET AL BUMPER CONSTRUCTION 6 Sheets-Sheet 6 fifer'fierl 5f Jaw 3/4 den Fi led Aug. 31, 1954 Patented May 25, 1937 UNITED STATES PATENT ()FFICE Mich, .assignors to General Spring Bumper Corporation, Detroit, Mich, a corporation of Michigan Application August 31,

8 Claims.

This invention has to do with bumpers for automobiles.

It is an object -.of this invention to provide an improved bumperconstruction comprising a pair of impact bars arranged one ahead of the other.

'It isano'ther object -.of the invention to provide an improved bumper construction including a pair of identical impact bars arranged one ahead of the other and so as to provide a generally lo shutter-like efiect.

It is a further object of the invention to provide a bumper construction comprising a pair of similar .impactibars arranged so that they are bowed in intersecting planes.

1;} It is a further object of the invention to provide improved intermediate and end bumper connections.

It is .a further object of the invention to provide an improved bumper construction embody- 20 ing similar :or substantially identical impact bars arrangedso thatone of thebars serves as a means for cushioning and supporting the other bar.

It is also an objectof the invention to provide a bumper of shutter-like formation including 25 combined ornamental and reinforcing instrumentalities for connecting the bars together.

.In accordance with the general features of the invention, the impact bars may be identical. Each is formed to extend substantially across the 3D vehicle and may be concave-convex in cross section and is preferably bent edgewise and longitudinally transverse to its edges. The bars are placed one ahead of the other and preferably bowed in different planes so that one of the bars is dipped relative to the other bar. This arrangement of the rear bar may be brought about by rotating one bar relative to the other about an axis passing through the ends of the bar, so that when so rotated a large impact area is pro- 40 vided by the combined bars, the area being preferably greatest at the center and reduced at the ends. The bars may be substantially uniformly spaced or may be closer at one point than at another.

The ends of the respective' bars are preferably secured together in slightly spaced relation.

Intermediate connections for the bars may also be provided, as well as means for attaching the connected bars to the frame horns or other ap- W propriate parts of the automobile.

The bars are preferably of spring steel and relatively yieldable between the places where they are connected together.

The improved bumper construction afforded by the present invention is extremely simple since 1934, Serial No. 742,214

it involves aminimum of parts which are readily assembled, and which are formed by inexpensive v operations, thus lending itself to economical construction.

Other objects-and advantages of the invention will appear as the description proceeds.

This invention (in preferred forms) is illustrated in the drawings and hereinafter more fully described.

On the drawings:

Figure l is a-plan view of a bumperembcdying the invention.

Figure 2 is an elevational view of the bumper construction shown in Figure 1.

Figure 3 is an enlarged fragmentary sectional view taken substantially in the plane designated by the line III-III in Figure 2, looking in the direction of the arrows.

Figure 4 is an enlarged sectional view taken substantially in the plane designated by the line IV-IV in Figure 2, looking in the direction of the arrows.

Figure 5 is a bottom plan viewof the mounting bracket of Figure 4, rotated 90 counter-clockwise.

Figure 6 is a fragmentary elevational view similar to the right end portion of Figure 2 but showing a modified form of -end bracket.

Figure 7 is an enlarged sectional view taken substantially in the plane designated by the line VII-VII in Figure 8, looking in the direction of the arrows.

Figure 8 is afragmentary sectional view taken substantially as indicated by the broken line VIII-VIII in Figure 7..

Figure 9 is a plan view of a further modified form of the invention.

Figure 10 is an elevational view of the construction appearing in Figure 9.

Figure 11 is an enlarged sectional view taken substantially in the plane designated by the line XL-XI in Figure 10, looking in the direction of the arrows.

Figure 12 is an enlarged sectional view taken substantially in the plane designated by the line XII-XII in Figure 10, looking in the direction of the arrows.

Figure 13 is a fragmentary plan view similar to the left end of Figure 1 but showing a modified form of the invention.

Figure 14 is an enlarged fragmentary sectional view taken substantially in the plane designated by the line XIVXIV in Figure 13.

Figure 15 is ahorizontal sectional view through the axis of the spacer element appearing in Figme 13, looking downwardly. 55

Figure 16 is an enlarged sectional view of the spacer element, taken substantially in the plane designated by the line XVI-XVI in Figure 13, looking in the direction of the arrows.

Figure 17 is a View similar to Figure 13 but of a still further modified form of the invention.

Figure 18 is an elevational view of the structure appearing in Figure 17.

Figure 19 is an enlarged isometric view of the spacer elements appearing in Figures 17 and 18.

Figure '20 is an enlarged fragmentary sectional view taken substantially in the plane designated by the line XX-XX in Figure 18, looking in the direction of the arrows.

Referring now more particularly to the drawings, one form of the invention comprises essentially front and rear bars I and 2, end connecting brackets 3 and intermediate connecting and reinforcing brackets 4.

The bars I and 2 may be different as will appear hereinafter, or identical as shown, each consisting of a spring strip of steel or other suitable material and concavo-convex in cross section and arranged, when in operative assembly, with its convex face in a position to receive impacts. Each bar is formed with an edge bend so as to dip with respect to the extremities of the bar and is bowed forwardly so that its ends extend rearwardly with respect to its central portion. Each bar is moreover formed so that when mounted in impact receiving position, its lower edge is substantially foremost, as seen at 5.

By turning one of the bars such as the bar 2 about a horizontal axis which, for example, passes through the upper end corners 6 of the bar, to a sufficient degree, the upper and lower edges I and 5 of said bar may be disposed in horizontal planes. When the bar 2 is arranged in parallelism with the bar I and to the rear thereof and is then turned as mentioned, the lower edge 5 of the rear bar is caused to move forwardly as well as upwardly, and the upper edge 1 is caused to move rearwardly as well as upwardly, with respect to the front bar. As a result of this turning of the rear bar, the vertically projected distance between the edges of the back bar 2 is less than the corresponding distance between the edges of the front bar I. Viewed in front elevation as in Figure 2, it will be observed that when the bars I and 2 are assembled after the said turning of the rear bar 2, their upper edges 3 and 7, respectively, are substantially flush at the ends of the bumper and the rear bar 2 projects upwardly shutter-like beyond the front bar i in a gradually increasing degree from the ends toward the center of the bumper.

To the end that the extremities of the bars I and 2 may be connected, each end bracket 3 is provided with a base 9 from which extend on one side thereof walls Ill and II having convex surfaces I2 and I3, respectively, formed in such a shape as to fit preferably in nested relation against the concave surfaces of the respective bars I and 2. The walls It and II are bored at M and I5, respectively, so that the bores are preferably in axial alinement. The bores are preferably also at substantially right angles to the portions of the wall through which they pass, and accordingly it will be observed that the bore I5 is disposed at a higher level than the bore I5. The end portions of the bars I and 2 are similarly bored at I6 and I1, respectively, the borev It being arranged closer to the upper edge f the bar I and the bore I! being correspondingly located nearer the bottom edge 5 of the rear bar 2.

'trated in tightening or clamping nut wall It being sufficient to accommodate the same. Likewise, the rear bar 2 is bolted to the wall II of nector 3.

It is to be observed that the bracket 3 is formed. to provide flanges 2! extending forwardly at the upper and lower extremities of the front face of the wall Ill for engagement with the upper and lower end edge portions of the front bar I. It will also be noted that the walls It] and II are connected at their upper and lower ends by wall portions 22 and 23 which cooperate with the rear wall 5 i to provide flanges engageable with the upper and lower end edges of the rear bar 2.

The upper and lower walls 22 and 23 are ex tended rearwardly beyond the transverse wall II and are preferably reduced so as to substantially merge with the base 9 of the bracket 3 at the rear of the bracket as shown at 24. This feature gives the bracket as a whole a streamline effect, which is enhanced in view of the brackets being of substantially greater height at its forward end and of gradually reduced height rearwardly.

With the brackets 3 bolted to the ends of the bars i and 2 assembled in the relation illustrated and described, a complete bumper capable of being attached in any desirable manner to the frame of the automobile is provided. Such a bumper may be attached to the frame or chassis of the automobile by brackets attached only to the rear bar 2, the bars I and 2 throughout their length. If desired, however, the bars I and 2 may be reinforced and clamped together intermediate the end brackets 3 by means which may serve also to mount the bumper structure directly on the frame or chassis. In the latter event, a structure such as that to be described presently and illusthe drawings may be employed.

One form of clamping device is illustrated at 4 and comprises a bracket which may be given any suitable ornamental design such as that shown. The bracket l has a web 25 arranged to extend in a generally vertical plane between. the portions of the bars l and 2 to be connected thereby, said web terminating forwardly in a flange 26 which has a front face of a curvature such as to nest against the rear face of the front bar 4. The bracket extends substantially above and below the bars so as to provide a means for preventing another bumper and interlocking with the bumper forming the subject matter of the invention.

The portion of the web 25 behind the impact section I is formed as a sleeve boss 2'! which extends generally at right anglesto the adjacent portion of the flange 26. Substantially midway of the upper and lower edges of the impact section I, the latter is provided with a bolt hole 28 which, when in register with the bore of the sleeve 27, receives the shank of a clamping bolt 29. A look washer 30 and nut 3| applied to the rear end of the bolt 29 and tightened up against the sleeve 2i cooperate with the head of the bolt in securely clamping the bumper bar 6 to the front of the bracket 4.

The rear part of the web 25 adjacent the rear bar 2 terminates in a flange 32 whose rear face is of such curvature as to fit and nest against the front surface of the rear bar 2. The web 25 is provided between the flanges 26 and 32 with a,

the bracket or confrom riding over second sleeve boss 33 arranged so that its bore will register with a bore or hole 34 substantially midway of the upper and lower edges -1 and 5, respectively, of the rear bar v2. The boss 33 is preferably arranged at substantially right angles to the adjacent flange p'ortionsZB and 13-2, and to the adjacent part of the rear bar =2.

To the end that the bumper structure maybe fastened to a suitable support such as a frame horn 35 of the automobile, there is provided an attaching bracket 36 of any suitable form. In the illustrated embodiment :of the invention, the bracket 36 has a rear wall 13-! formed to engage the front of the horn 35 and be bolted thereto at 38. The bracket 36 is open lowermost and has sidewalls 39 and a top wall 40 and a preferably flat front wall 41 Thesidewalls ;39:extend forwardly beyond the front wall 4| so to space the latter from the rear .bar 2, the forward ends of the walls 39 being curved as shown .at 42 so as to conform to the curvature of the rear side of the bar 2. By thus spacing the front wall 41 rearwardly of the bar 2, said wall 41 may be made flat and is arranged at substantially right angles to the bracket sleeve 3 and back bar bore or hole 34, and is itself provided with a bolt hole 43 adapted to be placed in register with the bore of the sleeve 33 and the bore 34.

It is now evident that with the various bores just mentioned in axial alinement, a clamping bolt 44 with its head resting against the bracket flange 26 may be extended rearwardly through the bracket sleeve 33, rear bar '2 and front Wall M of the frame horn bracket 36 and, with a lock washer 45 and nut 46 applied to the free end of the shank of the bolt 44, the bracket 4, rear bar 2 and bracket 36 are rigidly clamped together.

A similar arrangement may 'be provided for the other frame horn 35 so as to provide a 'mounting upon each horn for the bumper.

The side andv top walls of the bracket 36 as Well as the forward curved extensions of the side Walls provide suitable reinforcement for the bracket 36. The mountings :at the brackets 36 and 4 provide therebetween in effect a central impact zone A affording a yieldable structure supported at its ends, and 'end zones B in the form .of resilient cantilevers.

If desired, the bumper may be supported in any other suitable manner, either at the ends or intermediate the ends, from the automobile frame or chassis.

By arranging each of the bars with its lower edge substantially foremost and its upper edge substantially rearmost, any generally horizontal impact upon each of the bars is in effect resolved in a substantially bending and twisting or torque stress enabling each bar to offer increased resistance to such impacts. Moreover, the arrangement possesses a generally streamline effect which is advantageous from an air resistance standpoint. In addition, the structure is such as to afford an increased impact area from the center toward the ends of the bumper.

It will be noted that with the bolt holes 14 and E5 in the walls 10 and H of each-end bracket in axial alinement with each other, said bores may be drilled or otherwise formed by a single operation.

If desired, instead of employing two bolts for the ends of the bars I and 2 in conjunction with end bracket 3, the bracket could be formed with a spacing portion to be positioned between the ends of the bars I and 2, and a single bolt passed through the ends of the bars I and 2 and the intervening spacing portion of the bracket '3.

It will be understood that the ends of the bars as well as the intermediate portions may be joined in ways other than those illustrated and described, the latter being presented for purposes of illustration only.

:It is to be noted that the spaced bumper engaging -ends '42 of the walls 39 of the mounting brackets 36 are of different depth. The reason for this becomes evident upon viewing Figure 1, the bumper bar 2 at each bracket 36 being inclined to end wall 31 of such bracket longitudinally of the bumper, while the front wall 4| of said bracket is not so inclined. Rather, the wall 4| is arranged to accommodate the bolt 44, which with the bracket 4 extends rearwardly in a substantially vertical plane.

.A modified form of end bracket construction is shown in Figures 6, F7 and 8, including a bracket element 41. The element 41 is a hollow body similar to the element 3 previously described, but instead of providing separate walls or ledges against which the respective bars I and 2 are positioned, the bracket element 4.1 is formed with a front recess 48 to accommodate the end of the front bar i so as to substantially engage the upper and lower edges of the bar as well as the end edge as shown in Figure =6, and with a preferably cylindrical boss 49 extending rearwardly from the wall of the recess 48. The boss 49 merges with the inner wall 50 of the bracket body 41, and terminates rearwardly in a plane in clined upwardly and rearwardly to accommodate the front face of the rear impact bar 2 as clearly seen in Figure 7. The boss 49 preferably does not extend directly rearwardly, but preferably is arranged in a substantially horizontal plane and extends inwardly in the general direction of the longitudinal axis of the vehicle, as clearly seen in Figure 8. The inner wall 50 of the element 41 is cut away at 51 to provide a generally triangular socket in the said wall 50. Said socket is bounded by a rear generally vertical wall 52, a wall 53 disposed forwardly of the wall 52 and forming a hypotenuse of the triangular socket, and an interrupted third wall 54 which does not meet the wall 52 and which extends rearwardly from the wall 53. The wall 53 is shaped to conform to the cross-sectional curvature of the rear bar 2 as clearly seen in Figure '7, and is flush with the rear terminus 49a of the tubular boss 3-9. The socket 5.1 is of such size as to readily permit the insertion of the end of the rear bar '2 so that the front surface thereof may be fitted against the wall 53 and terminus 49a of the boss 49, with the upper and lower edges of the bar 2 located respectively at the juncture of the walls 52 and 53 and the juncture of the walls 5-3 and 54.

The bars I and 2 are provided with bolt holes so arranged that when the bars are associated with the bracket element 41 as shown in Figures 6, 7 and 8, said holes are registered with the in terior of the tubular boss 49. When this registration is effected, a bolt 55 having its head 56 inclined to the shank 51 so as to fit the forward face of the front bar I is assembled with the parts so that the shank of the bolt extends through the front bar 1, boss 49, and rear bar 2. So that the clamping nut may exert the proper clamping force, a washer 58 having a substantially perpendicular rear end face 59 and inclined front face 60 conforming with the rear surface of the rear bar 2 is fitted over the rearwardly projecting end H of the shank 51. A look washer 62 is fitted against therear face 59 of the washer 58, and then the clamping nut 63 threaded on the end 6| of the shank so as to assemble the ends of the bars I and 2 with the bracket element 41 in proper co-operative relation.

It is to be observed that the socket 5| is made sufficiently large to provide clearance not only for the insertion of the end of the rear bar 2 but also for the insertion of the washers and a nut and a wrench for tightening the nut 63.

When the parts are assembled, the frontportion of the bracket element 61 is substantially flush with the associated end of the front bar I, and the end of the rear bar 2 is concealed and protected by the element 41. At the same time, a rigid connection is afforded for the ends of the bars.

A modified bumper and connecting and mounting structure is shown in Figures 9, 10, 11 and 12. This structure involves the provision of a front bar 64 which may be of substantially the same form as either of the bars I and 2 previously described. The rear bar 65 of this form of the invention is preferably substantially narrower as shown in Figures 10, 11 and 12. In this form of the invention, the rear bar 65 is arranged in the same general relation to the front bar as is true of the bar 2 previously described, so that the lower edge 66 of the rear bar 65 is disposed slightly below the lowermost portion of the upper edge 61 of the front bar 64. The rear bar in this form of the invention is preferably made substantially narrower than the front bar for the purpose of lightness of construction as well as lowering the cost of materials, the effect from the front being substantially the same as in the form previously described, the rear bar 65 serving both as an impact bar for a considerable area above the front bar 64 and as a cushion member for the front bar. This form of the invention differs from that previously described in other respects, among which is included the spacing of the bars. It will be observed from Figure 9 that the central portions of the bars are closer together than the ends thereof. It is to be appreciated that in the previously described form of the invention, as well as that now being described, the distances between the bars may be varied, and the bars may be secured in parallelism or not as desired. The illustrations are therefore to be considered as exemplary and not as limiting the invention.

Aspacer 68 may be provided at the central parts of the bars 64 and 65 to'rigidly hold the same in the desired spaced relationship. The spacer member or bracket 68 may he of any desired form. whatever, that illustrated having a generally channel shape in cross section with its web 69 foremost and its flanges 18 extending rearwardly. The spacer bracket 68 is preferably formed with a lower tubular boss H whose interior registers with an opening in the front bar 64 for the reception of the shank of a bolt 12, the rear protruding end of which receives a lock washer T3 and nut 14 whereby the front bar 66 is rigidly secured to the bracket 68. The web: 69 of the bracket 68 at the boss II is formed with a front surface shaped to engage the rear surface of the front bar 64 as clearly seen in Figure 11..

The flanges 18 of the bracket 68 at the upper part thereof are formed to conform to the front surface of the rear bar 65 so as to clampingly engage the same. Between said portions of the flanges 18, a tubular boss 15 extends rearwardly from the web 69, said boss being closed at the front by said web. The rear bar 65 is provided with a bolt hole which registers with the interior of the boss 15, the latter being tapped to receive the shank of a clamping stud 16 whose head is separated from the rear side of the rear bar 65 by a washer TI.

The bolts are arranged substantially normal to the adjacent portions of the bars 64 and 65. The bracket 68 is preferably rounded forwardly to provide a pleasing appearance as well as to afford a substantially streamline effect. The bracket 68 also serves to prevent the bumper of another car from looking with the front bar 64, and it will be noted that for this purpose the bracket 68 is provided with a shoulder l8 arranged to engage the upper edge 6! of the front bar 66, the web of the bracket 68 upward from said shoulder forming substantially a continuation of the front face of the front bar 64 as seen in Figure 11.

The flanges 16 are preferably provided with shoulders 19 engageable with the bottom edge 66 of the rear bar 65.

Any suitable means for mounting the bumper bars 64 and 65 on the vehicle may be provided, and for purposes of illustration, spring mounting bars 88 are shown. These bars may be identical and accordingly a description of one will suffice for both. Each bar 89 is formed with a rearwardly disposed portion 8| for attachment to the frame horn or other suitable part of the vehicle, and the inner part 82 of the bar is bent forwardly and then outwardly at its inner end 83 so as to fit against the rear face of the rear bar 65 intermediate the center and an end thereof. The other end 84 of the mounting bar 88 is similarly located with respect to an end 85 of the rear bar 65. The end 83 is secured to the rear bar 65 and both are clamped to the front bar 64 by means including a clamp bracket 86. The end 84 is similarly clamped to the adjacent end 85 of the rear bar 65 and the adjacent end 87 of the front bar 64 by a similar means including a bracket 88. The various brackets 86 and 88 are preferably so associated with the bars64, 65 and 86 that when they are assembled, the brackets 86 and 88 extend rearwardly in substantially vertical planes. Because of the curvature of the bars 68 and 65 rearwardly and up on opposite sides of their centers, it will be appreciated that the clamping faces of the brackets 86 are similarly inclined, and this is also true of the brackets 88. The brackets 86 and 88 are so similar to one another that a. description of one of them and the associated bars will suffice for all.

The bracket chosen for description is designated by the reference character 86 and, specifically, appears between the centers and the right ends of the bars appearing in Figures 9 and 10. It will be noted that the brackets 86 and 88 are quite similar to the bracket 4 previously described. They differ, however, in the provision of a shoulder 89 arranged to engage the upper edge 6! of the front bar 64, so that the front surface 96 of the upper part of the bracket is substantially flush with the front surface of the front bar 66. They differ further in providing a rearwardly disposed shoulder 8| for engagement with the lower edge 66 of the rear bar 65.

The brackets 86 and 88 are provided with tubular bosses 92 and 93 for receiving the shank of the bolt 94 and stud 95, respectively. the boss 88 being tapped for that purpose and being closed at its front. A nut 96 and lock washer 9'! are applied to the threaded end of the bolt 94 to rigidly clamp the front bar to the bracket. To the end that the bars may be mounted on the mounting bar 80, the end 83 of said bar is formed with an opening registering with a corresponding opening in the rear bar 65 and the interior of the upper boss 93 for the reception of the stud 95, said end 83 having its lower edge engaging the bracket 86 below the shoulder 9| thereof, and having its upper edge engaging the rear surface of the rear bar 65. A washer 98 is placed between the head of the stud 95 and the mounting bar end 83, and when the stud 95 is tightened in place, the mounting bar end 83, rear bar 65 and bracket 85 are firmly connected together.

The end 84 of the mounting bar as bears a like relationship to the end portion of the rear bar 55 and associated clamping structure.

It is to be noted that each bracket 86 and 88 extends to a considerable degree above the upper bar and below the lower bar so as to prevent the bumper of another car from riding over or under either of the bumper bars 64 and 65 and thus prevents interlocking of bumpers of adjacent vehicles.

In accordance with another form of the invention, a cup-like spacer bracket 99 is employed. This spacer is preferably of substantially elliptical cross section as clearly seen in Figure 16 and is preferably open at its rear end I00, its front end IOI being preferably closed except for a bolt hole I02. The bracket 09 is arranged to properly space apart adjacent portions of the front bar I03 and rear bar I04. It is desired that the spacers 99 extend directly rearwardly from the front bar, and consequently the ends I and SDI will be inclined to the axis of the spacer to a maximum extent longitudinally of the bars when such spacers are arranged at the ends of the bars, and to a smaller degree in accordance with the promixity of the spacer to the center of the bars. In addition to being inclined to the axis of the spacer in a direction parallel to the length of the bars, the ends I00 and IIJI are inclined to the axis of the spacer in a direction transversely of the bars. In other words, the end surfaces of each spacer is formed to conform with and engage respectively the rear surface of the front bar I03 and the front surface of the rear bar I04. Thus the rear end I00 of the spacer is concave in both directions, and the front end IOI is convex in both directions.

The bolt hole I02 is arranged with its axis lying in a plane substantially normal to the portions of the bars I03 and I04 to be connected, said axis extending preferably horizontally. The front bar I03 is provided with a bolt opening formed to register with the bolt opening I02, and the rear bar I04 is formed with a bolt opening I05 which, when axially alined with the bolt opening I02 in the spacer 99, is located within the confines of the open end I00. The bars and spacer are operatively assembled in the relationship shown in Figures 13 and 14, and receive the shank I06 of a clamping bolt I01 whose head I08 may have any desired configuration such as an oval. It will be clear, particularly upon inspection of Figure 14, that when the bumper structure is viewed from the front, the spacer 99 is entirely concealed, and only the bolt head I08 is visible.

Due to the inclination of the rear bar I04, a washer I09 having an inclined forward face IIO for engagement with the rear bar I04 is applied to the free end of the shank I06 and is provided with a rear face III which is substantially perpendicular to the axis of the washer. A lock washer H2 is applied to the face III and a nut H3 applied to the rear of the washer H2 and tightened so as to rigidly clamp the parts together.

A further modified spacer bracket construction is shown in Figures 17, 18, 19 and 20. This structure includes the provision of a spacer I I4 which when in assembled position is in the form of an inverted U-shaped member open at its rear end iii: and somewhat elongated and closed. at its front end I I6 except for a bolt hole II'I.

For illustrative purposes, the front and rear bars H8 and H9, respectively, are illustrated as converging at their ends and spaced to a greater extent at their centers. However, it is to be understood that this is shown by way of example only, since explained above the bars may be arranged in parallelism or any other desired relationship.

It is to be noted that the inner side wall I20 of the spacer H4 is cut away at I2I to provide clearance so that the bolt about to be described may be easily manipulated. This cutout does not harmfully weaken the spacer and is provided on the inner side so as to be concealed from the end by the uncut outer wall I22. The front wall H6 is formed to conform to the rear surface of the front bar H8, and the inverted U-shaped rear end I I5 of the spacer is formed to conform to the front surface of the rear bar H9. The bumper bars may be mounted on the vehicle by any suitable means such as the mounting bar structure of which a part is shown at I23. In such event, the outer end I24 of the mounting bar I23 is positioned in engagement with the rear surface of the portion of the rear bar I I9 engaged by the rear end H5 of the spacer II4. Said end I24 and the front and rear bars H8 and H9, respectively, are formed with bolt holes adapted to be registered with the bolt hole II! in the front wall IIG of the spacer II4. When thus assembled, said holes receive the shank I25 of a bolt I26 whose head I21 is inclined to the shank I25 so as to conform to the front surface of the front bar H8. The shank I25 preferably extends in substantial parallelism with the spacer H4, and is consequently inclined to the bars H8 and H9 and to the mounting bar end I24. In order that a clamping nut I28 and associated lock washer I29 may be properly applied to the threaded end of the shank I25 extending to the rear of the mounting bar end I24, there is provided a washer member I30 whose forward face I3I is inclined to the axis thereof so as to fit against the rear surface of the mounting bar end I24 as clearly seen in Figure 20. The rear face I32 of the washer member I30 is preferably normal to the axis thereof so as to be engaged by the washer I29 which in turn is engaged clampingly by the nut I28. When the nut I28 is tightened, the bars H8 and H9 are rigidly clamped to the spacer II4.

It will be appreciated that the spacing elements may be formed to have any desired shapes and yet function to properly assemble the bars.

The number of impact bars may be varied so that three or more may be employed in any desired arrangement within the scope of the invention, preferably in echelon as illustrated.

We are aware that many changes may be made and numerous details of construction may be varied through a wide range without departing from the principles of this invention, and we, therefore, do not purpose limiting the patent granted hereon otherwise than necessitated by the prior art.

We claim as our invention: 1. Bumper construction comprising resilient impact bars arranged in vertically lapped relation, rigid connecting means arranged between the bars so as to rigidly space apart and connect said bars, leaving the unconnected portions of the bars free to flex under impacts, and means for supporting the bumper construction from. a vehicle through the first means.

2. Bumper construction comprising a connected pair of flexible impact bars arranged in echelon with their centers vertically lapped and horizontally spaced but closer together than their ends so as to reinforce the front bar against excessive flexure, and means connecting the bars together.

3. In an automobile including spaced bumper supporting members, a bumper construction comprising a pair of impact bars arranged in echelon so as to be vertically lapped intermediate their ends, and means connecting the intermediate parts of the bars together and formed to mount the bumper on said members.

4. Carrier or bumper structure comprising two impact bars spaced one ahead of the other throughout their length, means holding the bars spaced at their respective ends and securing the ends in the same horizontal plane against relative movement, said bars being cambered and being edge bent so as to vertically partially overlap intermediate their ends and present the appearance of a continuous comparatively wide impact surface when viewed from the front.

' 5. A bumper structure comprising impact bars spaced one ahead of the other throughout their length, means holding the bars spaced at their respective ends and securing the ends in the same horizontal plane against relative movement, said bars being edge bent and cambered so as to vertically overlap intermediate their ends with the rear bar projecting vertically above the front bar and with its upper edge in a horizontal plane and said bars being inclined transversely in substantially parallel planes whereby to present the appearance of a continuous comparatively wide inclined impact surface when viewed from the front.

6. Carrier'or bumper structure comprising two impact bars spaced one ahead of the other throughout their length, means holding the bars spaced at their respective ends and securing the ends in the same horizontal plane against relative movement, said bars being edge bent so as to vertically partially overlap intermediate their ends to present the appearance of a continuous comparatively wide impact surface when viewed from the front, and means intermediate the bar ends for securing said bars in'such spaced and overlapped relation.

'7. Carrier or bumper structure comprising two impact bars spaced one ahead of the other throughout their length, means holding the bars spaced at their respective ends and securing the ends in the same horizontal plane against relative movement, said bars being edge bent and cambered so as to vertically overlap intermediate their ends, and means intermediate the bar ends for securing said bars in such spaced and overlapped relation, said intermediate means being formed to mount the bumper structure on a vehicle.

8. A bumper structure comprising separate impact bars spaced one ahead of the other throughout their length, said bars being transversely inclined to lie in substantially parallel planes and being partially overlapped vertically whereby to present the appearance of a continuous comparatively wide impact surface when viewed from the front, and means for securing said bars in such spaced and overlapped relation and to a support.

HERBERT S. JANDUS. 'BLADEN M. SHORT. 

